Roll cage chassis structural spine

ABSTRACT

An apparatus and methods are provided for a chassis for an off-road vehicle that includes a roll cage chassis structural spine. The chassis is a welded-tube variety of chassis that includes a front portion and a rear portion that are joined to an intervening passenger cabin portion. The roll cage chassis spine includes a front canopy and a rear canopy comprising an overhead spine to the chassis that increases the strength of the chassis and improves the safety of occupants within the vehicle. The rear canopy couples to the rear portion of the chassis, and the front canopy couples to the front portion of the chassis and the rear canopy. The front canopy and the rear canopy are configured to cooperatively reinforce the chassis during loading forces on the front portion due to front struts and loading forces on the rear portion due to rear struts.

PRIORITY

This continuation application claims the benefit of and priority to U.S. patent application Ser. No. 17/104,881 filed on Nov. 25, 2020 and U.S. Provisional Application, entitled “Roll Cage Chassis Spine,” filed on Nov. 26, 2019 and having application Ser. No. 62/940,842; U.S. Provisional Application, entitled “Chassis Strut Supports,” filed on Nov. 26, 2019 and having application Ser. No. 62/940,817; U.S. Provisional Application, entitled “Roll Cage Lateral Supports,” filed on Nov. 26, 2019 and having application Ser. No. 62/940,831; and U.S. Provisional Application, entitled “Roll Cage Center Supports,” filed on Nov. 26, 2019 and having application Ser. No. 62/940,821, the entirety of all of said applications being incorporated herein by reference.

FIELD

Embodiments of the present disclosure generally relate to the field of vehicle chassis systems. More specifically, embodiments of the disclosure relate to an apparatus and methods for an off-road vehicle chassis comprising a roll cage spine configured to improve the strength of the chassis.

BACKGROUND

Off-road vehicles enjoy an enthusiastic following because of their many uses and versatility. As a result, several types of motorsports involve racing of various types of off-road vehicles. For example, competitions exist that are dedicated to various types of terrain, such as rally, desert racing, and rock-crawling. Besides their use in various motorsports, off-road vehicles commonly are used for sight-seeing and traveling to areas that may not be accessed by way of standard, paved roads.

The use of higher clearance, higher traction vehicles enables off-road vehicles to access trails and roads having rough, low traction surfaces that may not be traversed using a standard, on-road vehicle. As such, off-road vehicles typically comprise larger wheels, wider tires, and suspension configurations that are specifically engineered for use in off-road applications. As a consequence of such suspension configurations, as well as the rough terrain typically traversed, driver and passenger safety is a crucial concern. For example, drivers and passengers typically must be wear safety restraints during off-road travel. A wide variety of different types of safety harnesses are available for use with off-road vehicles.

Unlike on-road vehicles, such as passenger cars, off-road vehicles typically are open, often lacking windows, doors, and body panels common to passenger cars. A chassis comprising a structural arrangement of welded tubes typically is configured to support components of the off-road vehicle. For example, a front portion of the chassis is configured to support a front suspension of the off-road vehicle and various components of the off-road vehicle, such as a steering gear, a front differential, and the like. A rear portion of the chassis is configured to support a rear suspension of the off-road vehicle, such as rear trailing arms, as well as support various drivetrain components, such as a transaxle, a rear differential, an engine, and the like. Further, a roll cage or canopy comprising a welded tube structure coupled to the chassis is configured to protect the driver and passengers in the event of a rollover situation.

Given that off-road vehicles routinely travel over very rough terrain, such as mountainous regions, and are prone to tipping over, there is a desire to improve the mechanical strength, safety, convenience, and comfort of off-road vehicles, while at the same improving the performance of such vehicles.

SUMMARY

An apparatus and methods are provided for a chassis for an off-road vehicle that includes a roll cage chassis spine. The chassis is a welded-tube variety of chassis that includes a front portion and a rear portion that are joined to an intervening passenger cabin portion. The roll cage chassis spine includes a front canopy and a rear canopy comprising an overhead spine to the chassis that increases the strength of the chassis and improves the safety of occupants within the vehicle. The rear canopy couples to the rear portion of the chassis, and the front canopy couples to the front portion of the chassis and the rear canopy. The front canopy and the rear canopy are configured to cooperatively reinforce the chassis during loading forces on the front portion due to front struts and loading forces on the rear portion due to rear struts.

In an exemplary embodiment, a roll cage chassis structural spine for a vehicle comprises: a front chassis portion for supporting a front suspension; a front canopy for reinforcing the front chassis portion; a rear chassis portion for supporting a rear suspension; and a rear canopy for reinforcing the rear chassis portion.

In another exemplary embodiment, the front chassis portion includes a pair of front strut braces configured to reinforce a front strut crossmember such that loading on the front strut crossmember by the front suspension is distributed to a dash bar. In another exemplary embodiment, one end of each front strut brace is coupled to a location of the front strut crossmember that is above a top mount of a front strut such that forces on the front strut crossmember by the front struts are shared by the dash bar. In another exemplary embodiment, windshield braces are coupled with the dash bar at locations directly rearward of the front strut braces and extend upward to a midpoint of a windshield crossmember.

In another exemplary embodiment, a center roof bar is coupled with the windshield crossmember rearward of the windshield braces such that loading forces due to the front struts are distributed along the front strut braces, the windshield braces, and the center roof bar to the rear canopy portion. In another exemplary embodiment, the center roof bar extends rearward to a roof crossmember comprising the rear canopy. In another exemplary embodiment, a rear brace extends rearward from the roof crossmember to the rear hoop. In another exemplary embodiment, roof braces are joined with the roof crossmember directly rearward of the center roof bar and extend to the rear braces such that forces acting on the center roof bar are distributed to the rear braces by way of the roof crossmember and the roof braces. In another exemplary embodiment, angled braces extending from each rear brace to the rear strut crossmember cooperate with the roof braces extending from the roof crossmember to the rear braces to reinforce the center roof bar.

In an exemplary embodiment, a roll cage chassis structural spine for a vehicle comprises: windshield braces disposed within a windshield area for reinforcing a front canopy; roof braces disposed within a rear chassis portion for reinforcing a rear canopy; and a roof bar extending from the front canopy to the rear canopy.

In another exemplary embodiment, the windshield braces extend from a dash bar comprising a passenger cabin portion of the vehicle to a windshield crossmember at a top of the windshield area. In another exemplary embodiment, the windshield braces are joined to locations of the dash bar that coincide with front strut braces, such that the windshield braces participate in distributing loading forces due to the front struts to the rear canopy. In another exemplary embodiment, the windshield braces extend from the dash bar to a location of the windshield crossmember that is joined by the center roof bar. In another exemplary embodiment, the center roof bar is disposed substantially midway along the windshield crossmember and extends rearward to a roof crossmember comprising the rear canopy. In another exemplary embodiment, the windshield braces extend at an angle with respect to one another from the windshield crossmember to the dash bar such that the front canopy is reinforced from collapsing during a rollover event.

In another exemplary embodiment, the roof braces are joined with a roof crossmember at a location directly rearward of the center roof bar comprising the front canopy. In another exemplary embodiment, the center roof bar is reinforced by roof braces extending from the roof crossmember to rear braces disposed on opposite sides of the rear canopy. In another exemplary embodiment, the roof braces extend from the roof crossmember to rear braces disposed on opposite sides of the rear canopy. In another exemplary embodiment, the roof braces spread apart from one another at an angle with respect to one another as they extend to the rear braces. In another exemplary embodiment, the angle is configured to counteract lateral forces exerted on the rear canopy during a rollover event.

These and other features of the concepts provided herein may be better understood with reference to the drawings, description, and appended claims.

BRIEF DESCRIPTION OF THE DRAWINGS

The drawings refer to embodiments of the present disclosure in which:

FIG. 1 illustrates an exemplary embodiment of an off-road vehicle that is configured to seat up to four occupants and is suitable for implementation of a roll cage chassis structural spine in accordance with the present disclosure;

FIG. 2 illustrates an isometric view of an exemplary embodiment of vehicle chassis that includes a roll cage chassis structural spine according to the present disclosure;

FIG. 3 illustrates a top plan view of the vehicle chassis of FIG. 2, in accordance with the present disclosure; and

FIG. 4 illustrates a front view of the vehicle chassis of FIG. 3, showing a triangular structure comprising the vehicle chassis, in accordance with the present disclosure.

While the present disclosure is subject to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the drawings and will herein be described in detail. The invention should be understood to not be limited to the particular forms disclosed, but on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present disclosure.

DETAILED DESCRIPTION

In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present disclosure. It will be apparent, however, to one of ordinary skill in the art that the invention disclosed herein may be practiced without these specific details. In other instances, specific numeric references such as “first tube,” may be made. However, the specific numeric reference should not be interpreted as a literal sequential order but rather interpreted that the “first tube” is different than a “second tube.” Thus, the specific details set forth are merely exemplary. The specific details may be varied from and still be contemplated to be within the spirit and scope of the present disclosure. The term “coupled” is defined as meaning connected either directly to the component or indirectly to the component through another component. Further, as used herein, the terms “about,” “approximately,” or “substantially” for any numerical values or ranges indicate a suitable dimensional tolerance that allows the part or collection of components to function for its intended purpose as described herein.

Off-road vehicles typically comprise larger wheels, wider tires, and suspension configurations that are specifically engineered for use in off-road applications. As a consequence of such suspension configurations, as well as the rough terrain typically traversed, driver and passenger safety is a crucial concern. Given that off-road vehicles routinely travel over very rough terrain, such as mountainous regions, and are prone to tipping over, there is a desire to improve the mechanical strength, safety, convenience, and comfort of off-road vehicles, while at the same improving the performance of such vehicles. Embodiments disclosed herein provide an apparatus and methods for an off-road vehicle chassis comprising a roll cage spine configured to improve the strength of the chassis.

FIG. 1 shows an off-road vehicle 100 that is particularly suitable for implementation of a roll cage chassis spine in accordance with the present disclosure. As disclosed hereinabove, the off-road vehicle 100 generally is of a Utility Task Vehicle (UTV) variety that seats up to four occupants, includes a roll-over protection system 104, and may have a cab enclosure 108. Rear wheels 112 of the off-road vehicle 100 may be operably coupled with a chassis 116 by way of a trailing arm suspension system 118. Front wheels 120 may be operably coupled with the chassis 116 by way of a front suspension system 122. It should be understood, however, that the roll cage chassis spine disclosed herein is not to be limited to the specific off-road vehicle 100 shown in FIG. 1, but rather the roll cage chassis spine may be incorporated into a wide variety of vehicles, other than the off-road vehicle 100 of FIG. 1, without limitation.

FIG. 2 illustrates an isometric view of an exemplary embodiment of vehicle chassis that includes a roll cage chassis spine 124 (hereinafter “chassis 124”) that is suitable for implementation in the off-road vehicle 100 of FIG. 1. The chassis 124 generally is a welded-tube variety of chassis that includes a front portion 128 and a rear portion 132 that are joined to an intervening passenger cabin portion 136. The passenger cabin portion 136 shown in FIG. 2 is configured to seat up to four occupants. A front canopy 140 and a rear canopy 144 are configured to impart structural integrity to the chassis 124 and to provide overhead protection to occupants of the off-road vehicle 100, as described herein.

The front portion 128 generally is configured to support various components comprising the off-road vehicle 100, such as, by way of non-limiting example, a front suspension 122, a steering gear, a front differential, and the like. The front portion 128 may be defined by a front hoop 148 at a top of the front portion 128 and a bulkhead mount 152 at a bottom of the front portion 128. Frontward stays 156 attach the front hoop 148 to the bulkhead mount 152. The bulkhead mount 152 is configured to be attached to a front structural bulkhead (not shown) that supports at least the front suspension 122, a steering gear, a front differential, and the like. In some embodiments, the bulkhead mount 152 may be attached to a modular front drivetrain that supports an entire front drivetrain and suspension assembly. In such applications, the modular front drivetrain advantageously enables the entire drivetrain and suspension assembly to be quickly and easily replaced in the event of a part failure, unlike in the case of conventional off-road vehicles that may be sidelined during a race due to the failure of an individual part comprising the drivetrain or the suspension. The frontward stays 156 operate to couple the modular front drivetrain to the chassis 124. Opposite of the frontward stays 156, the front hoop 148 is joined to opposite ends of a dash bar 160 and hinge pillars 164 comprising the passenger cabin portion 136.

With continuing reference to FIG. 2, a front strut crossmember 172 comprises a portion of the front hoop 148 between the driver-side and passenger-side of the front hoop 148. The front strut crossmember 172 provides a means for coupling front struts 176 to the chassis 124, as described herein. As shown in FIG. 2, front strut braces 180 are disposed between the front strut crossmember 172 and the dash bar 160. The front strut braces 180 are configured to reinforce the front strut crossmember 172, such that loading on the front strut crossmember 172 by the front struts 176 is distributed to the dash bar 160. As shown in FIG. 4, one end of each front strut brace 180 is coupled to a location of a front strut crossmember 172 that is above a top mount 178 of a front strut 176 (see FIG. 1). As such, forces on the front strut crossmember 172 by the front struts 176, during operation of the vehicle 100, are shared by the dash bar 160.

With continuing reference to FIG. 2, the floor hoop 168 generally defines a floor of the passenger cabin portion 136. Longitudinal floor bars 184 and crossmembers 188 coupled with the floor hoop 168 impart structural strength to the passenger cabin portion 136 and facilitate coupling various components to the floor of the passenger cabin portion 136. The hinge pillars 164 join the front portion 128 with the floor hoop 168, and thus define a front of the passenger cabin portion 136. Rear pillars 192 are coupled with a rear of the passenger cabin portion 136 and join the passenger cabin portion 136 with the rear portion 132 of the chassis 124. A rear side brace 196 is disposed between each rear pillar 192 and the floor hoop 168. Similarly, a side brace 200 is disposed along each side of the passenger cabin portion 136 parallel to the floor hoop 168. The side braces 200 each extend from the hinge pillar 164 to the rear side brace 196. It is contemplated that the side braces 196, 200 generally resist bowing of the passenger cabin portion 136 due to loading on the front and rear portions 128, 132 during operation of the vehicle 100.

The rear portion 132 generally is configured to support a rear suspension 118 of the off-road vehicle 100, such as rear trailing arms, as well as support various drivetrain components, shown in FIG. 1, such as a transaxle, a rear differential, an engine, and the like. A rear hoop 204 is joined at opposite ends to rear pillars 192 and defines an upper extent of the rear portion 132. Below the rear hoop 204 are lower rear stays 208 that are coupled with the rear pillars 192 by way of a seat crossmember 212. Braces 216 couple the lower rear stays 208 to the rear hoop 204. The rear hoop 204, the lower rear stays 208 and the braces 216 comprise a structure suitable for mounting drivetrain components, such as a transaxle, a rear differential, an engine, and the like. A rear skid plate 220 is disposed at a bottom of the rear portion 132 and coupled between the passenger cabin portion 136 and a rear-most portion of the rear hoop 132. The rear skid plate 220 serves to provide protection to an underside of the drivetrain components during operation of the vehicle 100. As such, the rear hoop 204, the lower rear stays 208 and the rear skid plate 220 generally define an engine bay 224 of the vehicle 100.

As shown in FIG. 2, a rear strut crossmember 228 is disposed between the rear pillars 192 and joined with the ends of the rear hoop 204. The rear strut crossmember 228 is configured to provide a means for coupling rear struts 232 (see FIG. 1) to the chassis 124. As shown in FIG. 2, vertical braces 236 are disposed between the rear strut crossmember 228 and the seat crossmember 212. The vertical braces 236 are configured to reinforce the rear strut crossmember 228, such that loading on the rear strut crossmember 228 by the rear struts 232 is distributed to the seat crossmember 212. As such, forces on the rear strut crossmember 228 by the rear struts 232, during operation of the vehicle 100, are shared by the seat crossmember 212. Further, lower braces 240 disposed between the seat crossmember 212 and the floor hoop 168 cause the passenger cabin portion 136 to contribute to distributing loading forces throughout the chassis 124.

As will be appreciated, the passenger cabin portion 136, as well as the front portion 128 and the rear portion 132, are configured to distribute loading forces during operation of the vehicle 100 so as to resist damage to components comprising the vehicle and to protect occupants riding within the vehicle 100. To this end, the canopy 104 is configured to contribute to the structural integrity of the chassis 124. The canopy 104 comprises a front canopy 140 and rear canopy 144 that are configured to be coupled with the chassis 124. In particular, the front canopy 140 is configured to be coupled with the front portion 128, and the rear canopy 144 is configured to be coupled with the rear portion 132. Further, the front canopy 140 is configured to be coupled with the rear canopy 144. The front and rear canopies 140, 144 are respectively fastened to the front and rear portions 128, 132 by way of multiple fasteners (not shown). In general, each fastener comprises a tube-shaped member having a diameter that is substantially similar to the diameter of the frame portions that are coupled together.

It should be recognized that the front canopy 140 and the rear canopy 144 provide an overhead assembly that contributes to the overall integrity of the entire chassis 124. As such, the front canopy 140 and the rear canopy 144 provide an overhead spine to the chassis 124 that greatly increases the strength of the chassis 124 and thus the safety of occupants of the vehicle 100 relative to conventional chassis configurations. The front and rear canopies 140, 144 are discussed in greater detail in the following paragraphs.

The front canopy 140 includes an A-pillar 248 that is coupled with each hinge pillar 164 and extends upward to a windshield crossmember 252. As such, the A-pillars 248 and the windshield crossmember 252 generally define a windshield area of the vehicle 100. Each A-pillar 248 joins with a roof bar 256 that extends rearward to the rear canopy 144. In some embodiments, the A-pillar 248 and the roof bar 256 comprise separate tube-pieces that are fastened or joined together, such as by welding. In some embodiments, however, the A-pillar 248 and the roof bar 256 comprise a single tube-piece that is suitably bent or manipulated to form the A-pillar 248 and the roof bar 256 as shown in FIG. 2. The roof bars 256 may be fastened to the rear canopy 144 by way of suitably sized fasteners.

With continuing reference to the front canopy 140 of FIG. 2, a center roof bar 260 is disposed substantially midway between the roof bars 256 and extends from the windshield crossmember 252 rearward to a roof crossmember 264 that comprises the rear canopy 144. Forward of the center roof bar 260, windshield braces 268 extend toward the dash bar 160. Each windshield brace 268 may be joined with the dash bar 160 by way of a suitably sized fastener. Further, the windshield braces 268 are joined to locations of the dash bar 160 that generally coincide with the front strut braces 180. As shown in FIG. 4, each front strut brace 180 is coupled to a location of the front strut crossmember 172 that is above a top mount 178 of a front strut 176 (see FIG. 1). It is contemplated that loading forces due to the front struts 176, shown in FIG. 1, are distributed along the front strut braces 180, the windshield braces 268, and the center roof bar 260 to the rear canopy 144. It should be understood, therefore, that the front strut braces 180, the windshield braces 268, the center roof bar 260 and the rear canopy 144 comprise an overhead spine that serves to reinforce the structural integrity of the chassis 124.

As shown in FIG. 2, the center roof bar 260 and both roof bars 256 are joined to the roof crossmember 264 at the rear canopy 144. The roof crossmember 264 is disposed between C-pillars 272 that are fastened to the rear pillars 192 comprising the passenger cabin portion 136, as described herein. A rear brace 276 extends rearward of each C-pillar 272 from the roof crossmember 264 to the rear hoop 204. A suitably sized fastener may couple each rear brace 276 to the rear hoop 204. As such, the roof bars 256 are reinforced by the passenger cabin portion 136 by way of the rear pillars 192 and the C-pillars 272, as well as the rear portion 132 of the chassis 124 by way of the rear braces 276. Further, as best shown in FIGS. 3-4, the center roof bar 260 is reinforced by roof braces 280 extending from the roof crossmember 264 to the rear braces 276 and by angled braces 284 extending from each rear brace 276 to the rear strut crossmember 228. To this end, the roof braces 280 are joined with the roof crossmember 264 at a location directly rearward of the center roof bar 260. Thus, forces acting on the center roof bar 260 are distributed to the rear braces 276 by way of the roof crossmember 264 and the roof braces 280.

Turning, again, to FIG. 2, the chassis 124 generally is adapted for use in an off-road vehicle configured to carry up to four occupants, as described herein. As such, a central roof crossmember 288 is disposed substantially midway along the roof bars 256 to provide further structure between the front canopy 140 and the rear canopy 144. Further, the center roof bar 260 extends from the windshield crossmember 252 rearward to the center roof crossmember 288 before continuing rearward from the center roof crossmember 288 to the roof crossmember 264. The center roof crossmember 288 is reinforced by B-pillars 292 joined to opposite ends of the center roof crossmember 288. The B-pillars 292 extend generally downward from the roof bars 256 to a seat cross member 296 and then extends to side braces 200 and the floor hoop 168. The seat crossmember 296 is disposed between the B-pillars 292 and generally delineates a separation between front seating and rear seating within the passenger cabin portion 136. Further, a crossmember 300 joins the B-pillars 292 and the side braces 200. As will be appreciated, the crossmember 300 serves to reinforce a middle section of the passenger cabin portion 136.

FIG. 3 illustrates a top view of an exemplary embodiment of a vehicle chassis 124 of an off-road vehicle 100. As discussed hereinabove, the front canopy 140 includes an A-pillar 248 disposed along a driver-side and a passenger-side of the windshield area. The A-pillars 248 extend upward to a windshield crossmember 252. Each A-pillar 248 joins with a roof bar 256 that extends rearward to the rear canopy 144. A center roof bar 260 is disposed substantially midway between the roof bars 256 and extends from the windshield crossmember 252 rearward to a roof crossmember 264 comprising the rear canopy 144. Forward of the center roof bar 260, windshield braces 268 extend through the windshield area toward the dash bar 160. As discussed herein, the windshield braces 268 are joined to locations of the dash bar 160 that coincide with the front strut braces 180, such that the windshield braces 268 participate in distributing loading forces due to the front struts 176 (see FIG. 1) to the rear canopy 144.

Moreover, the windshield braces 268 spread apart from one another at an angle 304 as they extend through the windshield area to the dash bar 160. The angle 304 between the windshield braces 268 positions the windshield braces 268 at an angle with respect to the A-pillars 248, as well. Experimental observation has demonstrated that the windshield braces 268 disposed at the angle 304 provides a roll cage lateral support to the front canopy 140 that operates to reinforce the front canopy 140 from collapsing during a rollover event. In particular, the windshield braces 268 disposed at the angle 304 effectively counteracts lateral forces that may be exerted on the front canopy 140, thereby preventing the A-pillars 248 from being folded over and injuring occupants within the passenger cabin portion 136 of the vehicle 100. In general, the angle 304 between the windshield braces 268 is dictated by the locations along the dash bar 160 that are joined by the front strut braces 180. In is contemplated, however, that the windshield braces 268 may be disposed at any of various suitable angles 304 with respect to one another, without limitation.

With continuing reference to FIG. 3, the front canopy 140 and the rear canopy 144 generally provide an overhead assembly that contributes to the overall integrity of the entire chassis 124 and thus optimizes the safety of occupants within the vehicle 100. As described herein the center roof bar 260 extends rearward from the windshield crossmember 252 of the front canopy 140 to the roof crossmember 264 comprising the rear canopy 144. Further, roof bars 256 comprising the front canopy 140 are joined to the roof crossmember 264 comprising the rear canopy 144. The roof crossmember 264 is disposed between C-pillars 272 (see FIG. 2) that are fastened to the rear pillars 192 of the passenger cabin portion 136. A rear brace 276 extends rearward of each C-pillar 272 from the roof crossmember 264 to the rear hoop 204. As such, the roof bars 256 are reinforced by the C-pillars 272 and the rear pillars 192 of the passenger cabin portion 136, as well as by way of the rear braces 276. As further shown in FIG. 3, the center roof bar 260 is reinforced by roof braces 280 extending from the roof crossmember 264 to the rear braces 276. To this end, the roof braces 280 are joined with the roof crossmember 264 at a location directly rearward of the center roof bar 260. Thus, forces acting on the center roof bar 260 are distributed to the rear braces 276 by way of the roof crossmember 264 and the roof braces 280.

As shown in FIG. 3, the roof braces 280 spread apart from one another at an angle 308 as they extend to the rear braces 276 on opposite sides of the rear portion 132. Similar to the windshield braces 268 discussed above, experimental observation has shown that the roof braces 280 disposed at the angle 308 provide a roll cage lateral support that reinforces the rear canopy 144 against collapsing during a rollover event. As will be appreciated, the angle 308 between the roof braces 280 effectively counteracts lateral forces that may be exerted on the rear canopy 144, thereby preventing the C-pillars 272 from folding over and injuring occupants within the vehicle 100 during rolling over. It is contemplated that the roof braces 280 may be disposed at any of various suitable angles 308 that are found to optimize the structural integrity of the rear canopy 144, without limitation.

While the invention has been described in terms of particular variations and illustrative figures, those of ordinary skill in the art will recognize that the invention is not limited to the variations or figures described. In addition, where methods and steps described above indicate certain events occurring in certain order, those of ordinary skill in the art will recognize that the ordering of certain steps may be modified and that such modifications are in accordance with the variations of the invention. Additionally, certain of the steps may be performed concurrently in a parallel process when possible, as well as performed sequentially as described above. To the extent there are variations of the invention, which are within the spirit of the disclosure or equivalent to the inventions found in the claims, it is the intent that this patent will cover those variations as well. Therefore, the present disclosure is to be understood as not limited by the specific embodiments described herein, but only by scope of the appended claims. 

What is claimed is:
 1. A roll cage chassis structural spine for a vehicle, comprising: a front chassis portion for supporting a front suspension; a front canopy for reinforcing the front chassis portion; a rear chassis portion for supporting a rear suspension; and a rear canopy for reinforcing the rear chassis portion.
 2. The structural spine of claim 1, wherein the front chassis portion includes a pair of front strut braces configured to reinforce a front strut crossmember such that loading on the front strut crossmember by the front suspension is distributed to a dash bar.
 3. The structural spine of claim 2, wherein one end of each front strut brace is coupled to a location of the front strut crossmember that is above a top mount of a front strut such that forces on the front strut crossmember by the front struts are shared by the dash bar.
 4. The structural spine of claim 2, wherein windshield braces are coupled with the dash bar at locations directly rearward of the front strut braces and extend upward to a midpoint of a windshield crossmember.
 5. The structural spine of claim 4, wherein a center roof bar is coupled with the windshield crossmember rearward of the windshield braces such that loading forces due to the front struts are distributed along the front strut braces, the windshield braces, and the center roof bar to the rear canopy portion.
 6. The structural spine of claim 5, wherein the center roof bar extends rearward to a roof crossmember comprising the rear canopy.
 7. The structural spine of claim 6, wherein a rear brace extends rearward from the roof crossmember to the rear hoop.
 8. The structural spine of claim 7, wherein roof braces are joined with the roof crossmember directly rearward of the center roof bar and extend to the rear braces such that forces acting on the center roof bar are distributed to the rear braces by way of the roof crossmember and the roof braces.
 9. The structural spine of claim 8, wherein angled braces extending from each rear brace to the rear strut crossmember cooperate with the roof braces extending from the roof crossmember to the rear braces to reinforce the center roof bar.
 10. A roll cage chassis structural spine for a vehicle, comprising: windshield braces disposed within a windshield area for reinforcing a front canopy; roof braces disposed within a rear chassis portion for reinforcing a rear canopy; and a roof bar extending from the front canopy to the rear canopy.
 11. The structural spine of claim 10, wherein the windshield braces extend from a dash bar comprising a passenger cabin portion of the vehicle to a windshield crossmember at a top of the windshield area.
 12. The structural spine of claim 11, wherein the windshield braces are joined to locations of the dash bar that coincide with front strut braces, such that the windshield braces participate in distributing loading forces due to the front struts to the rear canopy.
 13. The structural spine of claim 11, wherein the windshield braces extend from the dash bar to a location of the windshield crossmember that is joined by the center roof bar.
 14. The structural spine of claim 13, wherein the center roof bar is disposed substantially midway along the windshield crossmember and extends rearward to a roof crossmember comprising the rear canopy.
 15. The structural spine of claim 13, wherein the windshield braces extend at an angle with respect to one another from the windshield crossmember to the dash bar such that the front canopy is reinforced from collapsing during a rollover event.
 16. The structural spine of claim 10, wherein the roof braces are joined with a roof crossmember at a location directly rearward of the center roof bar comprising the front canopy.
 17. The structural spine of claim 16, wherein the center roof bar is reinforced by roof braces extending from the roof crossmember to rear braces disposed on opposite sides of the rear canopy.
 18. The structural spine of claim 16, wherein the roof braces extend from the roof crossmember to rear braces disposed on opposite sides of the rear canopy.
 19. The structural spine of claim 18, wherein the roof braces spread apart from one another at an angle with respect to one another as they extend to the rear braces.
 20. The structural spine of claim 19, wherein the angle is configured to counteract lateral forces exerted on the rear canopy during a rollover event. 